US3176857A - Railway cars provided with draft riggings incorporating shock-absorbing mechanisms - Google Patents

Description

A ril 6, 1965 o. CLEJAN 3,176,857

RAILWAY CARS PROVIDED WITH DRAFT RIGGINGS INCORPORATING SHOCK-ABSORBING MECHANISMS Filed May 20, 1963 5 Sheets-Sheet 1 FIG. 2

DEODAT CLEJAN BY W 7 ATTYS.

April 6, 1965 o. CLEJAN RAILWAY CARS PROVIDED WITH DRAFT RIGGINGS INCORPORATING SHOCK-ABSORBING MECHANISMS 3 Sheets-Sheet 2 Filed May 20, 1963 INVENTOR.

05004 T CLEJAN ATTYS.

A ril 6, 1965 D. CLEJAN 3,176,857

RAILWAY CARS PROVIDED WITH DRAFT RIG'GINGS INCORPORATING SHOCK-ABSORBING MECHANISMS Filed May 20, 1963 3 Sheets-$heet 3 FIG. 6

Angle Air Reservoir L1 1/ 213/ j Air 5 Cylinder T0 Mechanism For 204 Acrua'ring Brake shoes T Brakes "01W Brakes INVENTOR.

DEODAT CLEJAN 0 BY C m 507*4/ ATTYS.

United States Patent 015 ice 3,176,857 Fatented Apr. 6, 16f5 RAILWAY CARS PRQVIDED WITH DRAFT RIG- GWGS INCORPORATING SHOCK-ABSGRBEWG MECHANISMS Deodat Clejan, Qhicago, lll., assignor to Cushion Qoupier Corporation, New York, N.Y., a corporation of Delaware Filed May 20, 1963, Ser. No. 281,632 28 Claims. (Cl. 213-22) The present invention relates to railway cars provided with draft riggings incorporating shock-absorbing mechanisms, and more particular to railway car couplers adapted to be incorporated in such railway car draft riggmgs.

It is a general object of the present invention to provide railway car draft rigging incorporating shock-absorbing mechanism that is selectively arranged to provide effective minimum shock-absorption of draft forces applied between the coupling head and the center sill and that is selectively settable to provide either effective minimum or efiective maximum shock-absorption of buff forces applied between the coupling head and the center sill,

Another object of the invention is to provide railway car draft rigging of the character described, wherein the shock-absorbing mechanism mentioned is selectively settable into either a travel position or a switch position, wherein the shock-absorbing mechanism in its travel position affords effective minimum shock-absorption of buff forces so as not objectionably to increase train slack during travel operation, and wherein the shock-absorbing mechanism in its switch position affords effective maximum shock-absorption of buff forces to minimize the damaging efiects of coupling impacts during switch operation.

A further object of the invention is to provide railway car draft rigging of the character described, and including a railway car coupler of improved construction and arrangement and incorporating shock-absorbing mechanism that may be selectively set into corresponding travel and switch positions for the purpose previously explained.

A further object of the invention is to provide a railway car coupler adapted for incorporation in railway car draft rigging, wherein the car coupler comprises shockabsorbing mechanism, together with locking mechanism that is selectively operative into locking and unlocking positions correspondingly rendering inactive and active the shock-absorbing mechanism with respect to its shockabsorbing characteristic relative to buff forces encountered in the operation thereof.

A further object of the invention is to provide a railway car coupler of the character described that is adapted to be incorporated into railway car draft rigging, along with a conventional draft gear, so as to provide unified draft rigging possessing improved and selective shock-absorbing characteristics, as previously explained.

A further object of the invention is to provide in railway car draft rigging of the character described, and including an angle cock incorporated in the pneumatic control arrangement for the braking system of the railway car, an improved manually settable arrangement simultaneously for selectively actuating the locking mechanism between its lock and unlock positions and for selectively operating the angle cock between its open and closed positions.

A still further object of the invention is to provide in railway car draft rigging of the character described, and including an angle cock and a coupling air hose both incorporated in the pneumatic control arrangement for the braking system of the railway car, a manually operable arrangement for sel ctively actuating the angle cock between its open and closed positions, and an automatic device responsive to the presence of air pressure in the coupling air hose to actuate the locking mechanism into its lock position and responsive to the loss of air pressure in the coupling air hose to actuate the locking mechanism into its unlock position.

Further features of the invention pertain to the particular arrangement of the elements of the railway car coupler and of the other elements of the railway car draft rigging into which it is incorporated, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FlGURE l is a plan View, partly in section, of railway car draft rigging including a railway car coupler and embodying the present invention;

FIG. 2 is a side elevational view, partly in section, of the railway car draft rigging, as shown in FIG. 1;

FIG. 3 is a front perspective view of a portion of the railway car coupler of FIGS. 1 and 2, illustrating the front end of a secondary shank incorporated therein and the shock-absorbing mechanism that is carried by the front end of the secondary shank mentioned;

FIG. 4 is a rear perspective view of a portion of the railway car coupler of FIGS. 1 and 2, illustrating the rear end of a primary shank incorporated therein;

FIG. 5 is a vertical sectional view, taken through the central portion of the railway car coupler, this view being taken in the direction of the arrows along the line 55 in FIG. 1, and illustrating the connection by the shock-absorbing mechanism mentioned between the rear end of the primary shank and the front end of the secondary shank;

FIG. 6 is a fragmentary plan view, partly in section, of a modified form of the railway car coupler;

' FIG. 7 is a fragmentary vertical sectional view of the railway car coupler, this view being taken in the direction of the arrows along the line 7-7 in FIG. 6; and

FIG. 8 is a diagrammatic illustration of a portion of a pneumatic control arrangement for a braking system of a railway car provided with draft rigging incorporating the form of the railway car coupler, as shown in FIGS. 6 and 7.

Referring now to FIGS. 1 and 2, there is diagrammatically illustrated one end of a conventional railway car that includes an underframe that incorporates a center sill it having an open outer end indicated at 1011 and a striker plate 11 rigidly carried by the extreme outer end of the center sill l0 and having an opening 11a therethrough communicating with the adjacent open outer end Illa of the center sill ill. The outer portion of the center sill 18 disposed immediately inwardly of the striker plate 11 is hollow and has a draft gear pocket 12 formed therein; and a draft gear 13 is arranged in the pocket 12; which draft gear 12 comprises a portion of the draft rigging, as explained more fully hereinafter; and which draft gear 13 may be of the conventional friction type. The front end of the draft gear 13 cooperates in the usual manner with a front follower 14, and the rear end of the draft gear 13 cooperates in the usual manner with a rear follower, not shown. In turn, the front follower l4 cooperates in the usual manner with front draft lugs 15 rigidly secured to the adjacent interior portion of the center sill 10, and the rear follower cooperates in the usual manner with rear draft lugs, not shown, rigidly secured to the adjacent interior portion of the center sill 10. The draft gear 13 and the cooperating front and rear followers are embraced by the usual yoke 16 of substantially -U-shaped configuration and including upper and lower arms 16:: and 1612 respectively positioned above and below the draft gear 13 and projecting forr r Further, the draft rigging comprises a railway car coupler 20 that includes a coupling head 31, a primary shank 4 1, and a secondary shank 51. The coupling head 31 is preferably of conventional A.A.R. Type E construction, including a jaw 32, a pivotally mounted knuckle 33, a knuckle thrower, not shown, a lock, not shown, a locklift assemb1y,,n0t shown, and the other usual appurtenances; which organization of elements is notdescr'ibed in further detail in the interest of brevity.

The secondary shank 51 is arranged in the outer open end 10 f the center sill 1t) and projects through the opening 11a provided in the striker plate 11; and more particularly, the inner end of the secondary shank 51 is operatively connected to the yoke 16 and cooperates with the front follower 14, all in the usual manner. Specifical- 1y, an upstanding opening 52 is formedrin the'inner end of the auxiliary shank 51 that receives an upstanding connecting pin 53. The opposite ends of the connecting pin 53 are arranged in two aligned openings respectively formed in the outer ends of the upper and lower arms 16a and 16b of the yoke 16; and the extreme outer ends r of the connecting pin 53 respectively'engage in sliding relation upper and lower wear plates 17a and 17b. The upper wear plate 17a is carried by the adjacent top wall structure of the outer end of the center sill 19; and the lower wear plate 17b is carried by an adjacent lower yoke support 18 that is carried by the adjacent outer end of the center sill 10. The outer surface of the extreme rear end of strap portion 51a of the auxiliary shank 51 is of generally semi-spherical configuration and is received in a corresponding cavity formed in the adjacent front surface of the front follower 14, in the usual manner;

and moreover, a bearing block 54 is arranged in the opening 52 at the rear side of the upstanding connecting pin 53 and in interposed relation with respect to the rear side of the connecting pin 53 and the adjacent front side of thestrap portion 51a of the extreme rear end of the aux liary shankjl. The rear side of the bearing block 54 and the front side of the strap portion 51a of the extreme rear end of the auxiliary shank 51 that are disposed in contact with each other are provided with the usual substantially semi-spherical surfaces so as to accommodate articulation'of the auxiliary shank 51 in the horizontal direction about the pivot pin 53 and with respect to the front follower 14, all in a conventional manner. Further, the intermediate portion of the auxiliary shank 51 is provided with an upstanding projection 55 positloned forwardly of the striker plate 11 and adapted to engage the same to limit inward or rearward movement of the auxiliary shank 51'into the outer open end 16a of the center sill 10 in the event that a very substantial buff force is exerted upon the auxiliary shank 51 for the usual purpose of draft gear 13. a

The primary shank 41 is of hollow box-like construction and the extreme front end thereof is rigidly connected to the rear end of the coupling head 31. Preferably, the primary shank 41 is formed integrally with the coupling head 31. The primary shank 41 includes opposed upper and lower walls 42 and 43 and opposed side walls 44 and 45, the side walls 44 and 45 diverging rearwardly with respect to each other from the rear end of the coupling head 31. The front end of the secondary shank 51 projects forwardly into the adjacent open rear end of the primary shank 41; and the rear end of the primary, shank 41 and the front end of the secondary shank 51 are interconnected by associated cushioning mechanism that essentially comprises a pair 'of blocks 61 preventing complete buff closure of the face of the block 61 is intimately bonded to the adjacent.

inner surface of an associated supporting plate 63, such 'as by'an intervening layer of cement, as indicated at 61b in FIG. 5. The inner surface of the block 62 is inti-' mately bonded to they adjacent outer surface of the front end of the secondary shank 51 in any suitable manner, such as by an interveninglayer of cement, as indicated at 62a in FIG. 5; and similarly, the outer surface of the block 62 is intimately bonded to the adjacent inner surface of an associated supporting plate 64, such as by an intervening layer of cement, as indicated at 62b in FIG. 5. The two supporting plates 63 and 64 respectively terminate at the rear ends thereof in two substantially rectangular heads 63a and 64a. In the arrangement, the rear ends of the two side walls 44 and 45 of the primary shank 41 respectively terminate in two substantially rectangular heads 44a and 45a. When the shanks 41 and 51 occupy their assembled positionsfas shown in FIGS. 1 and 2, the supporting plates 63 and 64 directly engage the interior surfaces of the respective side walls 44 and 45, so that the head 63a is arranged substantially congruent with the head 44a and so that the head 64a is ar ranged substantially congruent with the head 45a. The engaged heads 63a and 44a are secured together by a series of rivets 65 extending through aligned openings provided therein, asshown in FIG. 5; and likewise,:the engaged heads 64d and 45a are secured together bya series of rivets 66 extending through aligned openings provided therein, as shown in FIG. 5. Accordingly, the two shanks 41 and 51 are operatively connected together in longitudinal alignment with each other by the inter .vening resilient blocks 61 and 62; which resilient blocks end of the secondary shank 51 are also interconnected. by lost-motion mechanism that essentially comprises an.

elongated longitudinally extending and upstanding slot 56 formalin the front end of the auxiliary shank 51 and a cooperating upstanding pin 57 carried by the primary shank 51 and projecting through the slot 56, as best shown in FIGS. 1 and 2. The upstanding pin 57 is-removably arranged in a centrally disposed hole 42a formed in the upper wall 42 of the primary shank 41 and projects downwardly through the slot 56 formed in the front end of the secondary shank 51 and into engagement with r the interior surface of the lower wall 43 of the primary 7 shank 41. The pin 57 extends in the longitudinal direcand 62 formed of elastomeric materiahsuch, for example, 7

V secondary shank 51 is forwardly, tapered, and the two tion having a length between the front and rear ends thereof that is substantially less than the length of the slot 57 between the front and rear ends thereof, so that the. desired lost-motion may be obtained between the shanks 41 and 51, as explained more fully hereinafter. In the arrangement, when the shanks 41 and 51 occupy their normal positions, as established by the bias of the resilient blocks 61 and 62, the pin 57 is disposed in the front end of the slot 56, as best shown in FIG. 1; whereby it will be appreciated that this lost-motion mechanism accommodates no substantial outward or forward movement of the primary shank 41 out of its normal position and with respect to the secondary shank 51 in response to the application of the primary shank 41 of a draft force applied thereto from the coupling head 31' and .that this lost-motion mechanism accommodates substantial inward or rearward movement of the primary shank 41 out of its normal position and with respect to the secondary shank 5.1 in response to the application to the primary shank d1 of a but? force applied thereto from the coupling head 31. Of course, the lost-motion mechanism is operative in the manner described immediately above, since the connecting pin 57 is normally disposed in the front end of the slot as when the shanks ll and 51 occupy their normal positions, as illustrated in FIG. 1. Also, this arrangement produces some prestressing of the blocks 51 and 62 in shear, when the shanks ll and 51 occupy their normal positions, as illustrated in FIG. 1.

Further, the car coupler 2% comprises locking mechanism carried by the primary shank ll and essentially including a lock bar or pin '71 slidably arranged in an opening formed in the front end of the wall 44 immediately rearwardly of the coupling head 31 and selectively movable between lock and unlock positions. More particularly, a cavity 41a is formed in the front end of the primary shank 4-1 immediately rearwardly of the extreme front end thereof and immediately forwardly of the extrerne front end of the secondary shank 51; and the lock bar 71 is slidably mounted in the previously mentioned opening in the front end of the side wall 44 and is slidably movable into and out of the cavity lla in its respective lock and unlock positions. Thus, when the lock bar 71 occupies its lock position, as shown in PEG. 1, it is projected into the cavity 41a and between the extreme front end of the primary shank 41 and the extreme front end of the secondary shank 51, when the shanks 41 and El occupy their normal positions illustrated, thereby to lock or prevent inward or rearward movement of the primary shank 31 relative to the secondary shank 41 by virtue of the connection by the lock bar 71 of the extreme front end of the primary shank 41 and the extreme front end of the secondary shank 51. On the other hand, when the lock bar 7?. occupies its unlock position, in its position opposite to that shown in FIG. 1, it is withdrawn from the cavity 41a and from between the extreme front end of the primary shank ll and the extreme front end of the secondary shank 51, when the shanks ll and 51 occupy their normal positions illustrated, thereby to unlock or accommodate inward or rearward movement of the primary shank 41 relative to the secondary shank 525. by virtue of the disconnection by the lock bar 71 of the extreme front end of the primary shank ll and the extreme front end of the secondary shank 51.

Further, the car coupler 29 comprises an angle cock 81 that is supported by a laterally projecting and substantially horizontally disposed flange 82 carried by the side wall 44 of the primary shank which angle cock 31 has open and closed positions. Also, the angle cock 81 is adapted to be incorporated into pneumatic control equip ment, not shown, including flexible hoses 33 and S4, for governing an associated braking system, not shown, for the wheeled trucks, not shown, that support the opposite ends of the center sill 19, all in a conventional manner. The angle cock 81 is provided with a manually operable handle 35 that may be selectively actuated between a normal position, as shown in solid lines in FIG. 1, and an operated position, as shown in dotted lines in FIG. 1. When the operating handle 85 occupies its normal position the angle cock 81 is actuated into its open position, so as to interconnect the pneumatic control system incorporated in the railway car illustrated with the pneumatic control system incorporated in the next adjacent and coupled railway car, not shown. On the other hand, when the operating handle 84 occupies its operated position, the angle cock 8!; is actuated into its closed position, so as to disconnect the pneumatic control system incorporated in the railway car illustrated from the pneumatic control system incorporated in the next adjacent and coupled railway car, not shown. This arrangement of the angle cock S1 is altogether conventional and accommodates switching of the railway car illustrated after it has been disconnected or uncoupled from the next adjacent railway car, not shown, without causing setting of the braking system in the railway car illustrated.

More particularly, when the railway car illustrated is in a coupled string of railway cars with the angle cock Si in its open position, the air pressure in the pneumatic control system maintains the braking system incorporated in this railway car in its released position; and in the event of loss of air pressure in the pneumatic control system, the braking system incorporated in this railway car is automatically set; all in a conventional manner. Thus, when it is desired to switch the railway car illustrated, after it has been cut from the string of railway cars, the angle cock 3-1 is first closed before this railway car is uncoupled from the next adjacent railway car, thereby to conserve or maintain air pressure in the pneumatic control system of this railway car so as to prevent setting of the braking system incorporated in this railway car; whereby this railway car may be switched after it has been cut from the string of railway cars; all in a conventional manner.

A ain referring to FIG. 1, the operating handle is also connected by a pin 85 to the lock bar 71, the pin 86 being rigidly carried by the intermediate portion of the handle 35; and projecting downwardly into a cooperating slot 71a formed in the upper surface of the lock bar 71. Thus, actuation of the handle 84- between its normal position and its operated positions efiects simultaneous operation of the lock bar 71 between its two corresponding positions. Further, a spring 8? is carried by the flange 82 and by the front end of the shank ll and disposed in cooperating relation with an upstanding pin 88 rigidly affixed to the intermediate section of the handle 35, so as to restrain the handle 85 either in its normal position, as illustrated in solid lines in FIG. 1, or in its operated position, as illustrated in broken lines in FIG. 1. Of course, the spring 87 and cooperating pin 88 accommodate normal operation of the handle 35 between its two positions described; whereby this combination comprises, in effect, an over-center device for the handle 85 and for the purpose described.

The above-described normal position of the handle 35 constitutes the travel position thereof, and simultaneously actuates the angle cock 81 into its open position and actuates the lock bar 71 into its lock position. The above-described operated position of the handle 85 con stitutes the switch position thereof, and simultaneously actuates the angle cock 81 into its closed position and actuates the lock bar '71 into its unlock position. Of course, the handle 85 may be readily manually operated between its two positions described above against the bias of the spring 87 in each direction; whereby the spring 87 cooperating with the pin 83 prevents accidental actuation of the handle 3-5 from either of its positions into which it has been manually actuated, such, for example, as by vibration, or impact from the primary shank 41 or from the coupling head 31.

Consider now the overall mode of operation of the draft rigging, when the coupling head 31 is coupled to the next adjacent coupling head, not shown, and when the handle 35 occupies its travel position. In this case, a draft force applied to the coupling head 31 is transmitted to the primary shank 41 and therefrom to the secondary shank 51 via the pin 5? and the front end of the slot 56 and entirely independent of the resilient blocks 61 and 62). The draft force is then transmitted from the strap portion 510: of the secondary shank 51 to the front end of the yoke 16 via the bearing block 54 and the connecting pin 53, and therefrom to the rear end of the yoke 16 via the arms sea and res thereof, and therefrom to the rear end of the draft gear 13 via the rear follower, not shown. The draft gear 13 yields and transmits a cushioned draft force to the front follower 14, whereby the cushioned draft force is transmitted from the front follower 14 to the center sill 1-3 via the front draft lugs 15. Also, in this I a, trans? case a buff force applied to the coupling head 31 is transmitted to the primary shank 41 and therefrom to the secondary shank 51 via the extreme front end of the primary shank 41 and the lock bar 71 and the extreme front end of the secondary shank 51 and entirely independent of the resilient blocks 61 and 62. The buff force is then transmitted from the secondary shank 51 to the front follower 14 via the strap portion 51a of the secondary shank 51, and therefrom to the front end of the draft gear 13 The draft gear 13 yields and transmits a cushioned buff force to the rear follower, not shown, whereby the cushioned buff force is transmitted from the rear follower, not shown, to the center sill 10 via the rear draft lugs, not

shown. The yield of the draft gear 13 is'dependent upon the magnitude of the draft and buff forces applied thereto; however, the same has a normal closure travel in either direction of about 2 /8". Also, at buff closure, or just prior thereto, the projection 55 carried by the secondary shank 51 engages the striker plate 11, so that the car coupler 20 goes solid at this time in order to protect the draft gear 13 against undue buff forces. Of course, the draft closure of the draft gear 13, that occurs at a draft travel of about 2%", prevents undue train slack in the string of coupled railway cars so as to maintain the train readily manageable from the standpoint of the locomotive engineer, all in a conventional manner.

Hence, in the car coupler 26, when the handle 85 occupies its travel position, the locking mechanism connects together the shanks 41 and 51, so as to disable the cushioning mechanism, whereby the draft and buff shock absorption is provided altogether by the draft gear 13 in a conventional manner. 7

Consider now the overall mode of operation of th draft rigging, when the coupling head 31 is uncoupled from the next adjacent coupling head, not shown, and when the handle 85 occupies its switc position. In this case, it is really necessary only to consider a butf force applied to the coupling head 31, but it is mentioned that any draft force applied thereto is transmitted to the center sill 10 via the draft-gear 13 in the exact manner described above, since the position of the locking mechanism in no way modifies the action of the lost-motion mechanisrndirectly to transmit a draft force from the primary shank 41 to the secondary shank 51 via the pin 57 and independently of the resilient blocks 61 and 62. In this case; a buff force applied to the coupling head 31 is transmitted to the primary shank 41, whereby the same moves inwardly or rearwardly with respect to the secondary shank 51 by virtue of the unlock position of the locking mechanism and as permitted by the lost-motion mechanism. This inward or rearwardmovement of the primary shank 41 relative to the secondary shank 51 subjects the resilient blocks 61 and 62 to shear stresses, whereby a cushioned inward or rearward movement is im parted to the secondary shank 51, the blocks 61 and 62 being strained rearwardly, as indicated indotted lines in FIG. 1, with the result that a cushioned buff force is transmitted to the secondary shank 51. Of course the yield of the blocks 61 and '62 is dependent upon the magnitude of the buff force applied to the primary shank 41. The cushioned buff force applied to the secondary shank 51 is transmitted to the center sill 10 via the draft gear 13 in the exact manner described above.

Hence, in the car coupler 20, when the handle 85 occupies its switch" position, the locking mechanism disconnects the shanks 41 and 51 from each other, whereby the draft shock absorption is provided altogether by the draft gear 13 by virtue of the arrangement of the lostmotion mechanism, and whereby. the buff shock absorption is provided jointly by the cushioning mechanism and by the draft gear in series relation. Accordingly, the buff shock absorption is greatly in excess of thedraft shock absorption. 7 V V In this case, the lost-motion mechanism atfords the cushioning mechanism protection against strain beyond its elastic limit, since inward or rearward movement of the primary shank 41 relative to the secondary shank 51 through a predetermined limit distance, corresponding to the distance between the rear end of the pin 57 and the adjacent rear end of the slot 56, causes the lost-motion mechanism to go solid, with theresult that the buff force is then transmitted from the primary shank 41 to; the secondary shank 51 via the pin 57 in its extreme rear position and independently of the cushioning mechanism. This movement may be referred to as the buff closure travel of th lost-motion mechanism; and, preferably, the same corresponds to a travel distance of about 8", which is substantially greater than the bud closure travel of the draft gear 13. Hence, in'this case,.when the handle occupies its switch position, the car coupler 2d provides no substantial draft closure travel and about 8" of buff closure travel; and the draft gear 13 provides about 2% draft closure travel and about 2%" bufi closure travel. Thus, in this case, the draft rigging, as an entirety, provides about 2% draft closure travel and about 10 /8 buff closure travel. The 8" of buff closure travel in the car coupler it) is not critical, and is given only by way of an example, since it is apparent that this buff closure travel may be readily increased or decreased with respect to this example by'correspondingly presetting the lost-motion travel of the lost-motion mechanism that is determined by the length of the slot 56 formed in the frontend of the of bufr" closure travel of the draft gear 13, to produce a V composite butf closure travel of 10 /3" in the draft rigging; which composite buff closure travel is very advantageous in switching operations, particularly in the event the switch operation involves humping of the railway car. Specifically, this relatively long buff closure travel of the draft rigging greatly minimizes damage to the lading contained in the railway car during switching operations. This will be appreciated, when it is considered that the deceleration force exerted upon the present railway car incident to a coupling impact is less than 30% of that involved in a conventional railway car in the present example. Restating this proposition, thepresent railway car can decelerate and stop a conventional railway car moving at a velocity that represents a collision velocity for the conventional railway car and that represents only a high coupling velocity for the present railwaycar.

Further, it'is' pointed out that the car coupler. 20 may be readily substituted for a conventional car coupler in an existing railway car, so as to produce the present advantageous draft rigging and utilizing the existing and conventional draft gear that is already incorporated in the existing railway car. Also, since the adjacent ends of the shanks -41 and 51 are arranged in telescopic relation with the resilient blocks 61 and 62 therebetween and housed within the hollow rear end of the primary shank 41, the blocks 61 and 62 are afforded substantial protection against the elements of weather, thus insuring a long useful life of the blocks 61 and 62 in service in the car coupler 2%. Further, the arrangement of the twoshanks 41 and 51 in series relation permits the ready manufacture of a wide variety of required composite shank lengths between'the strap portion 51a of the secondary'shank 51 and the front face of the coupling head 31 by the 'mere expedient of manufacturing a corresponding series of the secondary shanks 51 of different lengths followed by assembly thereof with the primary shank 41 of standard construction and length.

In the operation of the car coupler 2d, the connecting pin 53 accommodates the required articulation between two coupled railway cars incident to travel of the string of railway cars around a curve in the track. Also, the telescopic connectionbetween the shanks 41 and 51 insures the projectionof the composite shank substantially in a horizontal plane and outwardly from the adjacent outer end of the railway car, so as to avoid undesirable sag of the coupling head 31 below the standard coupling plane, thereby positively to insure proper coupling head mating incident to a coupling impact between two coupling heads. Further, it is of course apparent that since the coupling head 31 is of standard construction, as previously explained, the novel car coupler 29 is operable to couple another novel car coupler 2% or to couple another car coupler of conventional construction and arrangement.

In connection with the operation of the car coupler 20 to protect the railway car illustrated against the transmission thereto of severe longitudinal butt shocks, it is mentioned that the same also so protects all of the other railway cars in a coupled string of railway cars that are disposed behind the railway car illustrated; which arrangement is very advantageous and far superior to the protection offered by a railway car provided with an expensive cushioned underframe structure of conventional construction and arrangement, since such railway car offers no protection to any other railway car in a string of coupled railway cars, as is well understood in this art.

Referring now to FIGS. 6 and 7, a modified form of the car coupler 12% is there illustrated, that is essentially of the construction and arrangement of the car coupler 26 above described, except that in this case the car coupler 121} further comprises an automatic device 1% for selectively actuating the lock bar 171 between its lock and unlock positions. Specifically, the device 190 is mounted upon the top of the primary shank 141 immediately rearwardly of the coupling head 131 and essentially comprises a cylinder 1&1, in which there is arranged a piston 192 that is biased outwardly by an associated compression spring 193 (see FIG. 8). The piston 192 carries a rod 194 that is operatively connected to the associated lock bar 171 by a line 195. The front end of the cylinder 191 is connected by a flexible tube 197 to the inlet of the casing of the angle cock 181 to which the couplin air hose 18 i is connected; whereby the air pressure in the coupling air hose 18 1 is transmittedby the tube 197 to the front end of the cylinder 191 and acts upon the piston 192 for a purpose more fully described below. Also, the outlet of the casing of the angle cock 131 is connected to the adjacent flexible hose 183.

Considering now the general mode of operation of the device 196, it is noted that the presence of air pressure in the coupling air hose 1154 actuates the piston F2; against the bias of the compression spring 193 into a retracted position; whereby the piston rod 194 actuates the lock bar 171 into its lock position. On the other hand, upon loss of pressure in the coupling air hose 184, the compression spring 193 actuates the piston 192 into an extended position; whereby the piston rod 194 actu ates the lock bar 171 into its unlock position.

Referring now to FIG. 8 a portion of the pneumatic control arrangement for the braking system of the railway car illustrated is shown as comprising a car pipe 291 connected to one end of an air cylinder 2oz housing a piston 2G3 carrying a piston rod 294 extending to the exterior of the cylinder 2% and operatively connected to the braking system, not shown, of the railway car illustrated. The car pipe 231 is also connected by a check valve 235 to an air reservoir 2136 that is connected by a pipe 267 to the other end of the cylinder 202. One end of the car pipe 201 is connected by a flexible hose 238 to an angle cock 2&9 disposed at the one end of the railway car illustrated; and the other end of the car pipe 291 is connected by the flexible hose 183 to the angle cock 181 carried by the car coupler 121} disposed at the other end of the railway car illustrated. The angle cock 2139 is connected by a flexible coupling air hose 21d to an air coupler 211 disposed at the one end of the railway car illustrated; and the angle cock 181 is connected by the flexible coupling air hose 184 to 1@ an air coupler 212 disposed at the other end of the railway car illustrated.

Considering now the general mode of operation of the pneumatic control arrangement of FIG. 8, and assuming that the railway car illustrated is the last railway car of a coupled string of railway cars, in this event the angle cock 2% normally occupies its. closed position and the angle cock 181 normally occupies its open position. More particularly, the car coupler 128 is coupled to an associated car coupler, not shown; and the air coupler 218 is coupled to an associated air coupler, not shown, whereby air under pressure is supplied via the air coupler 212 into the coupling air hose 134. The air pressure in the coupling air hose 1S4 efiects operation of the device 196 in the manner previously described; whereby the lock bar 171 is actuated into its lock position. The angle cock 181 in its open position supplies air pressure via the flexible hose 183 into the car pipe 201. From the car pipe 291 the air is supplied directly into one end of the cylinder 2612; and from the car pipe 261 the air is supplied via the check valve 265 into the air reservoir 2% and therefrom via the pipe 267 into the other end of the cylinder. Thus air under pressure is supplied into both ends of the cylinder 202 and acts upon both ends of the piston 263; whereby the bias of a compression spring 213 arranged in the one end of the cylinder 262 maintains the piston 263 in an extended position, so that the piston rod 2% actuates the associated braking system into its off or release position in a conventional manner.

N ow in the event of loss of normal air pressure in the coupling air hose 1184, resulting from a brake set control effected through the string of coupled railway cars ahead of the railway car illustrated, the reduced air pressure in the coupling air hose 184 causes the device 1% to be operated to actuate the lock bar 171 into its unlock position. Specifically, the compression spring 193 moves the piston 192 into its expanded position to project the piston rod 194; whereby the piston rod 194 actuates the lock bar 171 into its unlock position, as noted above. Also, the air pressure in the car pipe 2M is correspondingly reduced; whereby the check valve 2% is actuated into its closed position, so that the differential air pressure now exerted upon the piston 203 is in the direction to overcome the bias of the compression spring 213 to cause the piston 203 to move to a contracted position in the cylinder 2132, thereby to move the piston rod 204 to effect actuation of the braking system, not shown, into its on or set position in a conventional manner. Subsequently, when the air pressure is restored in the coupling air hose 184-, resulting from a brake release control elfected through the string of coupled railway cars ahead or" the railway car illustrated, the restored air pressure in the coupling air hose 184 eilects the reoperation of the device 19%} to actuate the lock bar 171 back into its lock position, in an obvious manner. Also, the air pressure in the coupling air hose 184 brings about the restoration of air pressure in the car pipe 201, so that the increased pressure in the one end of the cylinder 292, actingwith the compression spring 213, moves the piston 20.3 to an expanded position in the cylinder 2%, so as to move the piston rod 204 to eitect actuation of the braking system, not shown, into its oil? or release position in a conventional manner.

Now when the railway car illustrated is to be uncoupled or cut from the string of coupled railway cars, the angle cock 181 is first manually operated into its closed position employing the handle thereof; and then the coupling head 131 is actuated to uncouple the adjacent coupling headQnot shown, and the air coupler 212 is actuated to uncouple the adjacent air coupler, not shown. At this time, there is a total loss of air pressure in the coupling air hose 184, but no loss of air pressure in the car pipe 2131 by virtue of the closed position of the angle cock 181. The total loss of air pressure in the coupling air hose 184 eifects operation of the device 19% in the manner previously explained; whereby the lock bar 171 is actuated into its unlock position. The preservation of air pressure in the car pipe 261 retains the piston 203 in its extended position in the cylinder 202, so that thepiston rod 2% retains the braking system, not, shown, in its off or release position. Thus, the brakes are not set on the railway car illustrated incident to the cutting or uncoupling thereof from the string of coupled railway cars ahead thereof, so that the same may be switched, as desired, and in the manner previously described.

In passing it is noted that after the railway car illustrated is. cut from a coupled string of railway cars and stands'on a railway siding for several days, air pressure is lost from the car pipe 201 and from the air reservoir 206; however, this does not'result in setting the brakes on the car illustrated, since the compression spring 213 retains the'piston 203 in its extended position in the cylinder 202, when there is a total loss of air pressure from the car pipe 201 and from the air reservoir 2%.

In view of the foregoing, it is apparent that there has been provided in a railway car, improved, draft rigging incorporating shock-absorbing mechanism that is selec 7 tively arranged to provide eflective -minimum shock ab sorption of the draft forces applied between the coupling head and the center sill and that is selectively settable to provide either eifective minimum or effective maximum shock absorption of buff forces applied between the coupling head and the center sill. Also, the draft rigging incorporates a car coupler. of improved construction and arrangement in which selective shock absorption of forces is obtained.

While there has been described What is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein, and it is intended to cover in the appended claims all such modifications as fall within the true spirit andscope of the invention.

What is claimed'is:

1. A railway car coupler comprisinga coupling head adapted to receive the usual draft and buff, forces, a primary shank rigidly connected to said coupling head, a secondary shank cooperating with said primary shank, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting said shanks and arranged to accommodate no substantial outward movement of said primary shank out of its normal position and with respect to said secondary shank and to accommodate substantial inward movement of said primary shank out of its'normal position and with respect to said secondary shank, whereby a draft'force applied to said coupling head is transmitted from said primary shank to said, secondary shank by said lost-motion mechanism and independently of said cushioning mechanism and a buff force applied to said coupling headmay be transmitted from said primary shank to said secondary shank through said cushioning mechanism and independently of said lost-motion mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a. buff force applied to said coupling head is transmitted from said primary shank to said secondary shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby abuif 7 force applied to said coupling head is transmitted from said primary shank to said secondary shank through said cushioning mechanism and independent of saidlocking mechanism in itsunlock position, and a connector carried block of elastomeric material arranged between said shanks and provided with opposed surfaces respectively securely bonded thereto, wherebyinward movement of said primary shank out of its normal position and with respect to said secondary shank subjects said' block to shear stresses, so that said block is strained resiliently to oppose such inward movement.

3. The railway car coupler set forth in claim 1, wherein said lost-motion mechanism is arranged to accommodate substantially more inward movement of said primary shank out of its normal position and With respect to said secondary shank than the buff closure travel of a conventional draft gear. I

4. The railway car coupler set forth in claim 1, wherein said lost-motion mechanism is of the pin-and'slot type.

5. The railway car couplerset forth in claim 1, wherein said lost-motion mechanism essentially comprises an elongated longitudinally extending slot formed in one of said shanks, and a cooperating laterally extending pin removably and shanks.

6. The railway carcoupler set forth in claim..1, and

rigidly carried by the other of said further comprising a laterally extending projection carried by'the said secondary shank and adapted to cooperate with a striker plate carried by the hollow outer end of the center sill of a railway car in which said secondary shank is mounted.

7. .The railway car coupler set forth in claim 1, and further comprising a manually operable member operatively connected to said locking mechanism, said manually operable member-having lock and unlock positions respectively actuating said locking mechanism into its respectively corresponding lock and unlock positions.

8. The railway car coupler set forth in claim 1, and further comprising a device operatively connected to said locking mechanism and adapted also to be operatively connected to an air hose operatively associated with said coupler, said device being responsive to air pressure in the connected air hose'to actuate said locking mechanism into its lock position and responsive to loss of air pressure in the connected air hose to actuate said locking adapted to receive the usual draft and buff forces, a primary shank rigidly connected at the front end thereof to said coupling head and having a hollow open rear end, a secondary shank cooperating with said primary shank and having a front end projecting into the hollow open rear end of said primary shank, cushioning mechanism arranged in the hollow rear end of said primary shank V and disposed between the same and the front end of said secondary. shank and interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting the rear end of said primary shank and the front end of said 7 secondary shank and arranged to accommodate no substantial outward movement of'said primary shank out of its normal position and with respect to said secondary shank and to accommodate substantial inward movement of said primary shank out of its normal position and with respect tosaid secondary shank, whereby a draft force applied to said coupling head is, transmitted from said primary shank to said secondary shank by said lost-motion mechanism and independently of said cushioning mechanism and a butt force applied to said coupling head may be transmitted from said primary shank to said secondary shank through said cushioning mechanism and independently of said lost-motion mechanism, lock ng mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a bufi force applied to said coupling head is transmitted om said primary shank to said secondary shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism 1n its unlock position disconnecting said shanks, whereby a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank through said cushioning mechanism and independent of said looking mechanism in its unlock position, and a connector carried by the rear end of said secondary shank and adapted to be connected to cooperating conventional draft ear. 7 g 11. The car coupler set forth in claim 10, wherein said cushioning mechanism essentially comprises a plurality of blocks of elastomeric material arranged within the hollow rear end of said primary shank and between the same and the front end of said secondary shank, each of said blocks being provided with opposed surfaces respectively securely bonded to the adjacent surfaces of the rear end of said primary shank and of the front end of said secondary shank, whereby inward movement of said primary shank out of its normal position and with respect to said secondary shank subjects said blocks to shear stresses, so that said blocks are strained resiliently to oppose such inward movement.

12. The car coupler set forth in claim 10, wherein said lost-motion mechanism essentially comprises a longitudinally extending upstanding slot formed in the front end of said secondary shank, and a cooperating upstanding pin removably carried in an opening formed in the upper portion of said primary shank and intermediate the ends thereof.

13. A railway car coupler comprising a coupling head adapted to receive the usual draft and buff forces, a primary shank rigidly connected at the front end thereof to said coupling head, a secondary shank cooperating with said primary shank, cushioning mechanism interconnecting the rear end of said primary shank and the front end of said secondary shank and biasing said shanks into normal positions with respect to each other, lost-motion mechanism interconnecting the rear end of said primary shank and the front end of said secondary shank and arranged to accommodate no substantial outward movement of said primary shank out of its normal position and with respect to said secondary shank and to accommodate substantial inward movement of said primary shank out of its normal position and with respect to said secondary shank, whereby a draft force applied to said coupling head is transmitted from said primary shank to said secondary shank by said lost-motion mechanism and independently of said cushioning mechanism and a buff force applied to said coupling head may be transmitted from said primary shank to said secondary shank through said cushioning mechanism and independently of said lostmotion mechanism, the front portion of said primary shank having a cavity formed therein and disposed rearwardly of the extreme front end thereof and also forwardly of the extreme front end of said secondary shank when said shanks occupy their normal positions, the front portion of said primary shank also having an opening therein communicating between the exterior and said cavity, a lock bar slidably supported by the front portion of said primary shank and in said opening, and means carried by said primary shank for selectively sliding said lock bar between lock and unlock positions in said opening and with respect to said cavity, said lock bar in its lock position being projected into said cavity and between the extreme front end of said primary shank and the extreme front end of said secondary shank so as to block rearward movement of said primary shank out of its normal position and with respect to said secondary shank, where by a butt force applied to said coupling head is trans mitted from said primary shank to said secondary shank through said lock bar in its lock position and independently of said cushioning mechanism, said lock bar in its unlock position being withdrawn from said cavity and from between the extreme front end of said primary shank and the extreme front end of said secondary shank so as to accommodate inward movement of said primary shank out of its normal position and with respect to said secondary shank and the consequent entry of the extreme front end of said secondary shank into said cavity, whereby a buff force applied to saidcoupling head is transmitted from said primary shank to said secondary shank through said cushioning mechanism and independently of said lock bar in its unlock position, and a connector carried by the rear end of said secondary shank and adapted to be connected to cooperating conventional draft gear.

14. In a railway car including a center sill having an open outer end, a striker plate rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker plate being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination of a car coupler comprising a first shank arranged in the outer open end of said center sill and projecting through the opening provided in said striker plate, an operative connection between the rear end of said first shank and said draft gear for transmitting both draft and bulf forces from said first shank to said center sill through said draft gear, a second shank cooperating with said first shank and disposed outwardly thereof, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting said shanks and arranged to accommodate no substantial out- Ward movement of said second shank out of its normal.

position and with respect to said first shank and to accommodate substantial inward movement of said second shank out of its normal position and with respect to said first shank, whereby a draft force applied to said second shank is transmitted therefrom to said first shank by said lost-motion mechanism and independently of said cushioning mechanism and a buff force applied to said second shank may be transmitted therefrom to said first shank through said cushioning mechanism and independently of said lost-motion mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a buff force applied to said second shank is transmitted therefrom to said first shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a buff force applied to said second shank is transmitted therefrom to said first shank through said cushioning mechanism and independently of said locking mechanism in its unlock position, and a coupling head rigidly connected to said second shank and disposed outwardly thereof, said coupling head being adapted to receive the usual draft and buff forces and to transmit the same to said second shank, whereby only said draft gear acts to reduce the shock of a draft force applied between said coupling head and said center sill, whereby only said draft gear acts to reduce the shock of a butt" force applied between said coupling head and said center sill when said locking mechanism occupies its lock position, and whereby said cushioning mechanism and said draft gear act in o a is t series relation to reduce the shock of a buff force applied between said coupling head and said center sill when said locking mechanism occupies its unlock position.

15. The railway car combination set forthin claim 14, and further comprising an angle cock provided with open and closed positions, a member having first and second positions, and control mechanism responsive to operation of said member into its first position for actuating simultaneously said locking mechanism into its lock position and said angle cock into its open position and responsive to operation of said member into its second position for actuating simultaneously said locking mechanism into its unlockposition and said angle cock into its closed position, said angle cock being adapted to be incorporated into pneumatic control equipment for governing an associated braking system for wheeled trucks supporting the opposite ends of said center sill. p 16. The railway car combination set forth in claim 14, and further comprising an air hose, and a device operatively connected to both said locking mechanism and to said air hose, said device being responsive to air pressure in air hose to actuate said locking mechanism into its lock position and responsive to loss of air pressure in said air hose to actuate said locking mechanism into its unlock position, said air hose being adapted to be incorporated into pneumatic control equipment for governing an associated braking system for wheeled trucks supporting the opposite ends of said center sill.

17. A railway car coupler comprising a coupling head adapted to receive the usual draft and buff forces, a primary shank rigidly connected to said coupling head, a secondary shank cooperating with said primary shank, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting said shanks, said lost-motion mechanism having a normal draft closure position and an operated bulr closure position that are separated by a predetermined limited 1ongitudinal travel therebetween, whereby said lost-motion mechanism accommodates no substantial outward movement of said primary shank out of its normal position and with respect to said secondary shank and accommodates only corresponding predetermined limited inward'rnovement of said primary shank out of its normal position and with respect to said secondary shank, whereby a draft force applied to said coupling head is transmitted from said primary shank to saidsecondary shank independently of said cushioning mechanism and through said lost-motion mechanism in its draft closure position whereby a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank through said cushioning mechanism when said lostmotion mechanism is in other than its buff closure position, whereby a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank independently of said cushioning mechanism and through said lost-motion mechanism in its buff closure position, and a connector carried by said secondary shank and adapted to be connected to cooperating conventional draft gear. a

18. A railway car coupler comprising a coupling head adapted to receive the usual draft and buff forces, a primary shank rigidly connected to said coupling head, a secondary shank cooperating with said primary shank, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking vmechanism in its lock position connecting said shanks,

independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a butt force applied to said coupling head is transmitted from said'primary shank to said secondary shank through said cushioning mechanism and independent of said locking mechanism in its unlock position, and a connector carried by said secondary shank and adapted to be connected to cooperating conventional draft gear;

19. A railway car coupler comprising a coupling head adapted to receive the usual draft and buff forces, a primary shank rigidly connected to said coupling head, a secondary shank cooperating with said primary shank,

lost-motion mechanism interconnecting said shanks, locking mechanism cooperating between said shanks and having'lock, and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a buff force appliedtto said coupling head is transmitted from said primary shank to said secondary shank by said locking mechanism in its lock position and independently of said lost-motion mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank by said lost-motion mechanism and independently of said locking mechanism in its unlock position, and a connector carried by said secondary shank and adapted to be connected to cooperating conventional draft gear.

20. A railway car coupler comprising a coupling hea adapted to receive the usual draft and bull forces, a primary shank rigidly connected to said coupling head, a secondary shank cooperating with said primary shank, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting said shanks and arranged to accommodate no substantial outward movement of said primary shank out of its normal position and with respect to said secondary shank and to accommodate predetermined limited inward movement of said primary shank out of its normal position and with respect to said secondary shank, whereby a draft force applied to said coupling head is transmitted from said primary shank to said secondary shank by said lostmotion mechanism and independently of said cushioning mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks,

whereby a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank by said locking mechanism in its lock position and independent of both said cushioning mechanism, and said lost-motion mechanism, said locking mechanism in its unlocked position disconnecting said shanks, whereby 'a buff force applied to said coupling head is transmitted from said primary shank to said secondary shank independently of said locking mechanism in its unlock position and through said cushioning mechanism prior to bufl? closure of said lost-motion mechanism and through said lost-motion mechanism subsequent to buff closure thereof, and a connector carried by said secondary shank and adapted to be connected to cooperating conventional draft gear adapted to receive the usual draft and buff forces, a longitudinally extending primary shank rigidly connected at the front end 'thereofto said coupling head, a longitudinally extending secondary shank adapted to be pivotally connected at the rear end thereof to cooperating conventional draft gear, a connection between the rear end of said primary shank and the front end of said secondary shank and accommodatingrela tive longitudinal movements of said shanks, said connection including longitudinally extending inner and outer members arranged infltelescopic relation with each other and respectively rigidly carried by the adjacent ends of said shanks, a 'block of elastomeric material arranged between said members, the inner surface of said block being intimately bonded to the adjacent outer surface of said inner member and the outer surface of said block being intimately bonded to the adjacent inner surface of said outer member, whereby said block resiliently biases said members into normal positions With respect to each other, whereby relative longitudinal movements of said members out of their normalpositions induce shear stresses in said block causing the same resiliently to oppose such longitudinal movements, and lost-motion mechanism interconnecting said shanks and controlling the limits of relative longitudinal movements therebetween.

22. The railway car coupler set forth in claim 21, wherein said block is substantially completely housed within said outer member so as to protect the same from the elements of weather.

23. The railway car coupler set forth in claim 21, and further comprising locking mechanism associated with said shanks, said locking mechanism having a lock position preventing certain relative longitudinal movements of said shanks and an unlock position accommodating said certain relative longitudinal movements of said shanks.

24. The railway car coupler set forth in claim 21, wherein said lost-motion mechanism accommodates substantially no outward relative longitudinal movement of said shanks and only predetermined limited inward relative longitudinal movement of said shanks.

25. In a railway car including a center sill, and an air hose adapted to be included in a braking system incorporated in said railway car; the combination of a car coupler comprising a first shank operatively connected to said center sill, a second shank operatively connected to said first shank by cushioning mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a buff force applied to said second shank is transmitted therefor to said first shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a buff force applied to said second shank is transmitted therefrom to said first shank through said cushioning mechanism and independently of said locking mechanism in its unlock position, a device operatively connected to said locking mechanism and selectively controlled by the pressure of the air in said air hose, said device being responsive to air pressure in said air hose to actuate said locking mechanism into its lock position and responsive to loss of air pressure in said air hose to actuate said locking mechanism into its unlock position, and a coupling head rigidly connected to said second shank and adapted to receive the usual draft and buff forces and to transmit the same to said second shank.

26. In a railway car including a center sill, an angle cock adapted to be included in a braking system incorporated in said railway car, said angle cock having open and closed positions and provided with a manually operable handle for selectively actuating the same between its open and closed positions, and a coupling air hose connected to said angle cock; the combination of a car coupler comprising a first shank operatively connected to said center sill, a second shank operatively connected to said first shank by cushioning mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a butt force applied to said second shank is transmitted therefor to said first shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a bulf force applied to said second shank is transmitted therefrom to said first shank through said cushioning mechanism and independently of said locking mechanism in its unlock position, a device operatively connected to said locking mechanism and selectively controlled by the pressure of the air in said coupling air hose, said device being responsive to air pressure in said coupling air hose to actuate said locking mechanism into its lock position and responsive to loss of air pressure in said coupling air hose to actuate said locking mechanism into its unlock position, and a coupling head rigidly connected to said second shank and adapted to receive the usual draft and buff forces and to transmit the same to said second shank.

27. In a railway car including a center sill, an angle cock adapted to be included in a braking system incorporated in said railway car, said angle cock having open and closed positions and provided with a manually operable handle for selectively actuating the same between its open and closed positions, and a coupling air hose connected to said angle cock; the combination of a car coupler comprising a first shank operatively connected to said center sill, a second shank operatively connected to said first shank by cushioning mechanism, locking mechanism cooperating between said shanks and having lock and unlock positions, said locking mechanism in its lock position connecting said shanks, whereby a buff force applied to said second shank is transmitted therefor to said first shank by said locking mechanism in its lock position and independently of said cushioning mechanism, said locking mechanism in its unlock position disconnecting said shanks, whereby a buif force applied to said sec ond shank is transmitted therefrom to said first shank through said cushioning mechanism and independently of said locking mechanism in its unlock position, means mounting said angle cock on said second shank, a device mounted on said second shank and operatively connected to said locking mechanism and selectively controlled by the pressure of the air in said coupling air hose, said device being responsive to air pressure in said coupling air hose to actuate said locking mechanism into its lock position and responsive to loss of air pressure in said coupling air hose to actuate said locking mechanism into its unlock position, and a coupling head rigidly connected to said second shank and adapted to receive the usual draft and buff forces and to transmit the same to said second shank.

28. In a railway car including a center sill having an open outer end, a striker plate rigidly carried by the extreme outer end of said center sill and having an opening therethrough communicating with the adjacent open outer end of said center sill, the outer portion of said center sill disposed immediately inwardly of said striker plate being hollow and having a draft gear pocket formed therein, and a draft gear disposed in said draft gear pocket and operatively connected to said center sill; the combination of a car coupler comprising a first shank arranged in the outer open end of said center sill and projecting through the opening provided in said striker plate, an operative connection between the rear end of said first shank and said draft gear for transmitting both draft and buff forces from said first shank to said center sill through said draft gear, a second shank cooperating with said first shank and disposed outwardly thereof, cushioning mechanism interconnecting said shanks and biasing the same into normal positions with respect to each other, lost-motion mechanism interconnecting said shanks and arranged to accommodate no substantial outward movement of said second shank out of its normal position and with respect to said first shank and to accommodate substantial inward movement of said second shank out of its normal position and with respect to said first shank, whereby a draft force applied to said second shank is transmitted therefrom to said first shank by said lostmotion mechanism and independently of said cushioning mechanism and a bulf force applied to said second shank is transmitted therefrom to said first shank through said cushioning mechanism and independently of said lostmotion mechanism, and a coupling head rigidly connected to said second shank and disposed outwardly thereof, said coupling head being adapted to receive the usual-draft I and bufi forces and to transmit the same to said second shank, whereby only said draft gear acts to reduce the shock of a draft force applied between said coupling head and said center sill, and whereby said cushioning mechanism and saiddraft gear act in seriesrelation to reduce the shock of a buif force applied between said coupling head and said center sill. 1

2,815,865 12/57 Pelikan 213-64 XR LEO QUACKENBUSH, Primary Examiner. 7' V i

Claims (1)

14. IN A RAILWAY CAR INCLUDING A CENTER SILL HAVING AN OPEN OUTER END, A STRIKER PLATE RIGIDLY CARRIED BY THE EXTREME OUTER END OF SAID CENTER SILL AND HAVING AN OPENING THERETHROUGH COMMUNICATING WITH THE ADJACENT OPEN OUTER END OF SAID CENTER SILL, THE OUTER PORTION OF SAID CENTER SILL DISPOSED IMMEDIATELY INWARDLY OF SAID STRIKER PLATE BEING HOLLOW AND HAVING A DRAFT GEAR POCKET FORMED THEREIN, AND A DRAFT GEAR DISPOSED IN SAID DRAFT GEAR POCKET AND OPERATIVELY CONNECTED TO SAID CENTER SILL; THE COMBINATION OF A CAR COUPLER COMPRISING A FIRST SHANK ARRANGED IN THE OUTER OPEN END OF SAID CENTER SILL AND PROJECTING THROUGH THE OPENING PROVIDED IN SAID STRIKER PLATE, AN OPERATIVE CONNECTION BETWEEN THE REAR END OF SAID FIRST SHANK AND SAID DRAFT GEAR FOR TRANSMITTING BOTH DRAFT AND BUFF FORCES FROM SAID FIRST SHANK TO SAID CENTER SILL THROUGH SAID DRAFT GEAR, A SECOND SHANK COOPERATING WITH SAID FIRST SHANK AND DISPOSED OUTWARDLY THEREOF, CUSHIONING MECHANISM INTERCONNECTING SAID SHANKS AND BIASING THE SAME INTO NORMAL POSITIONS WITH RESPECT TO EACH OTHER, LOST-MOTION MECHANISM INTERCONNECTING SAID SHANKS AND ARRANGED TO ACCOMMODATE NO SUBSTANTIAL OUTWARD MOVEMENT OF SAID SECOND SHANK OUT OF ITS NORMAL POSITION AND WITH RESPECT TO SAID FIRST SHANK AND TO ACCOMMODATE SUBSTANTIAL INWARD MOVEMENT OF SAID SECOND SHANK OUT OF ITS NORMAL POSITION AND WITH RESPECT TO SAID FIRST SHANK, WHEREBY A DRAFT FORCE APPLIED TO SAID SECOND SHANK IS TRANSMITTED THEREFROM TO SAID FRIST SHANK BY SAID LOST-MOTION MECHANISM AND INDEPENDENTLY OF SAID CUSHIONING MECHANISM AND A BUFF FORCE APPLIED TO SAID SECOND SHANK MAY BE TRANSMITTED THEREFROM TO SAID FIRST SHANK THROUGH SAID CUSHIONING MECHANISM AND INDEPENDENTLY OF SAID LOST-MOTION MECHANISM, LOCKING MECHANISM COOPERATING BETWEEN SAID SHANKS AND HAVING LOCK AND UNLOCK POSITIONS, SAID LOCKING MECHANISM IN ITS LOCK POSITION CONNECTING SAID SHANKS, WHEREBY A BUFF FORCE APPLIED TO SAID SECOND SHANK IS TRANSMITTED THEREFROM TO SAID FIRST SHANK BY SAID LOCKING MECHANISM IN ITS LOCK POSITION AND INDEPENDENTLY OF SAID CUSHIONING MECHANISM, SAID LOCKING MECHANISM IN ITS UNLOCK POSITION DISCONNECTING SAID SHANKS, WHEREBY A BUFF FORCE APPLIED TO SAID SECOND SHANK IS TRANSMITTED THEREFROM TO SAID FIRST SHANK THROUGH SAID CUSHIONING MECHANISM AND INDEPENDENTLY OF SAID LOCKING MECHANISM IN ITS UNLOCK POSITION, AND A COUPLING HEAD RIGIDLY CONNECTED TO SAID SECOND SHANK AND DISPOSED OUTWARDLY THEREOF, SAID COUPLING HEAD BEING ADAPTED TO RECEIVE THE USUAL DRAFT AND BUFF FORCES AND TO TRANSMIT THE SAME TO SAID SECOND SHANK, WHEREBY ONLY SAID DRAFT GEAR ACTS TO REDUCE THE SHOCK OF A DRAFT FORCE APPLIED BETWEEN SAID COUPLING HEAD AND SAID CENTER SILL, WHEREBY ONLY SAID DRAFT GEAR ACTS TO REDUCE THE SHOCK OF A BUFF FORCE APPLIED BETWEEN SAID COUPLING HEAD AND SAID CENTER SILL WHEN SAID LOCKING MECHANISM OCCUPIES ITS LOCK POSITION, AND WHEREBY SAID CUSHIONING MECHANISM AND SAID DRAFT GEAR ACT IN SERIES RELATION TO REDUCE THE SHOCK OF A BUFF FORCE APPLIED BETWEEN SAID COUPLING HEAD AND SAID CENTER SILL WHEN SAID LOCKING MECHANISM OCCUPIES ITS UNLOCK POSITION.

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